Motor-vehicle



'UNITED sTATEs PATENT oEEIoE.

CHARLES B. STEELE, 0F PHILADELPHIA, PENNSYLVANIA.

MOTOR-VEHICLE.

Specification of Reissued Letters Patent. Ieissued Apr. 27, 1920.

Original No.l1',214,968, dated.` February 6, 1917, Serial No. 368,806, fledlApril 18, 1907. Application for reissue filed December 24, 1918. Serial No. 268,178.

DIVISION B.l

To all w hom tmag/ concern a citizen of the United States, and a resident of the city of Philadelphia, in the county of Philadelphia andv State of Pennsylvania, have invented certain new and useful Improvements in lviotor-Vehicles, of which the following is a specification.

My invention is a vehicle, and consists of running-gear; frame, and steering-mechanism, that enables the supporting wheels to be turned through any angle from zero Vup to one hundred and eighty degrees, in-

clusive, in order toposition the supporting wheels at right angles to the longitudinal axis of the vehicle in two positions; their intermediate position being that in which the vehicle is enabled to run straight ahead,

or straight backward, all of which is hereinafter more Afully described in the .specification, defined in he claims, and illustrated inthe drawings, in'which like numerals refer to like parts in the different figures,

respectively, this being a divisional reissue of Patent No. 1,214,968.

Figure 1 is a plan of thel running-gear, frame, and steering-mechanism, in which the four supporting wheels are turned at right angles to their normal running position, illustrating the supportingl wheels in one of their positions when turned at right angles.

Fig. 2, is a side elevation of one end of the frame, and showing the relation of the tie springs 6, and the cushioning,

Fig. 3, is a perspective view of on the frame, or chassis.

Fig. 4, is a reverse plan view of the-'steer- `ing-mechanism.

Fig.- 5 illustrates a modified form of a frame, or chassis, provided with recesses, or wheel ports.

Fig. G, is a side. elevation of the aXeltree, turning knuckles, supporting wheel pintles,

,for stub axles, and part of the steeringmechanism. i

or shock,

Fig. 9, is an elevation, partly in section, of theshifting mechanism for the alternative steering. v

Fig. 10, is a side elevation of one of the supporting wheel spindles, pintles, or stubfaxles.

Fig. 11, isa perpendicular section of a turn knuckle, showing the driving gears, differential gears, and a traction wheel hub,

with its double bearing, andextending within the orifice of the turn-knuckle journal and mounted on the adjustable spindle, and

the traction-wheel steering mechanism.

Fig. 12, is an elevation of a gear-shank,

vshowing the gear-pintles on, its extremities,

and the'orifice for passage therethrough of' the live-axle.

The vehicle consists of' four 'supporting' wheels, 1, rotatably secured upon the pintles, splndles, or stub-.axles 31, each having an enlarged head 35, from which extend cylin '-14, and 15, which intermesh withthe horizontally extending alternate jaws, or plates,

- 16, 17, and 18,':of the inne'r half of the turnknuckle 12. The alternate jaws, or plates, of each half of the turn-knuckle 12, are provided with registering perfor-ations in alineinent with the bore in the head 35, through whiclrpasses the bolt 19, thereby forming a hinged connection of the pintle and wheels with the axletree 5. vThe hub of the wheel 1, projects within the orifice 83, which forms a bearing for the hub, so that the wheel 1, has a double support, or bearing, one the pintle 31, and the other, the turn knuckle orifice, 33. l

v To the lower portion 18, of the outer half of the turn-knuckle 12, is rigidly secured a ring 46, provided with a gear, registering with gear 45,- rigidly secured to shaft 42, upon the other end of which 'is secured a duplicate gear' which meshes with the gear 4G, for swinging the spindle 31, on the opposite end of the axletree. .y

In Fig. 11, is shown in sectionl/ detail the turn-knuckle operatively connected to the driving and dead axles, and the double bearing traction wheel hub mounted on the adjustable spindle and 'extending within the hub orice journal, and disclosing its ball bearing. Each turn-knuckle 12,' is made in two sections, and from each section extend alternate jaws, 13, 14, 15, 1G, 17, and 18, which interchangeably and alternately intermesh, clasp, and fit within each other, all the jaws of one sect-ion intermeshing with and above all the aws of the other section. lithin the turn-knuckles, 12, and rigidly secured to,'and at the extremities of, the liveaxles, `11, is the gear wheel, 20, which engages the dual gear wheels, 23, and 24, which in turn, engage the oppositely disposed duplicate wheel, 26, which wheel, 26, gears with the wheels 27 and 28, which gear with, and drive the wheel, 29, rigidly secured to the traction wheel hub, 30, which traction wheel rotates upon and is secured to the adjustable and.interchangeable spindle, 31, by the tap, 32.. The outer part,'or half, of aturnknuckle, 12, is provided with the cylindrical orifice, 33, within which the traction wheel hubs iittingly extend and revolve, said hubs having ball bearings, 34, between their peripheries and said orifice. The adjustable spindle, 31, has a perforated enlargement, 35, from which project each direction, at right angles to the airis of the spindle, enlarged pintles, 3G, and 3T, on which gears, 27, and 28 rotate' respectively. Theadjustable spindle is secured within the knuckles, and the two parts of the knuckles, are united to each other by the bolt, 19, passing throughl the perforated alternate jaws of each turnknuckle, and through the perforation which extends through the pintles of the spindle. ln the usual types of motor vehicles, the entire weight must be sustained by the spindles, but by myconstruction, though the spindle carries the vtraction wheel upon it, the hub being extended within the hub orifice of the turn-knuckle, its Aexterior surface and the knuckle orifice' forms a ball bearing journal, and the traction wheel being provided with double, exterior and iiiterior, rotating supports, the spindles, consequently, sustain only a part 'of the vehicle Lweight, and being interchangeable and ad- `justable, are quickly and easily removed,

should ocasion ever ,require Vhenthe four traction wheels are driving on equal speed, the transmitting gears drive steadily with the live-axle speed, but, upon curves, where the outer traction wheels speed is increased, the dual gear wheels, 23, and 24, revolvingly whirl at the ratio of the increased velocity of tlie'outer traction wheels speed that describe the larger arc of the curve, on their pintles, 241, and 242, onthe extremities of the gear-shank, 38; thus permitting the traction u heels to differentially increase their varying speeds; the differential gears being disposed within the knuckles meer;

similar in operation and function to s haft 42. lligidly secured to shaft 43, is a gear 47, meshing with gear 48, rigidly secured to the longitudinal shaft 49, upon which, at its opposite end, is secured the gear 53, that meshes with a gear on shaft 42, as disclosed in Fig. 4.

lnF ig. 7, is illustrated the gear 59, which is rigidly secured to shaft 49, which meshes with the worm 60, fixed to they steering handle shaft 61, which is intended to be applied, as well, to shaft 49, inl Fig. In F ig. 7, instead of havinga Vsingle gea-r upon the forward sliafte42, as disclosed in Fig. 4, provision is made for the alternative steering arrangement, referred to above. This consists of a sleeve 50, surrounding the shaft 42, and slidably mounted thereon, provided on its interior with a spline 56, entering groove, or s101365, which is adapted to be 'i'eciprocatcd into two positions by means of the bifurcated end 57, of the lever engaging the collar 5S, secured to sleeve 5l), in a inanner to permit rotation, within -said collar 58, in order, alternatively, to-bring gears 51,

and 52, that arerigidly secured to opposite vends of sleeve 50, into mesh with gear 53,

for a purpose disclosed in the descriptionl wheel, l, adapted to drive the gear wheel, (l, mounted on the longitudinal driving shaft, 41, upon each end of which driving shaft, 41, are secured the gears, 40, 40, that engage with the gea-rs, 39, 39, which are secured to `the vlive-axles, 11, that pass through the dead-axletrees, 5, that sequentially, are secured to the turn-knuckles, -all thus operatively transmitting power from the motor, A, to drive the traction wheels, the drive wheel B having its diameter, approximately, the width of the body of the vehicle, andthe width of the vehicle body being capable of gxtension 'to the limit of, or even beyond, the gage of the vehicle, enables the diameter of the motor drive wheel, B, to be so greatly einarged that the motor will deliver-more power with an expenditure of less horsepower and if the motor drive wheel` l, is coinbinei'l and utilized asa gear the multiplication of speed range, and gear raising, would, practically only be limited by the possibility of constructing a vehicle able to sustain the strain and wear and tear of such almost limitless and prohibitive ,high speed resulting therebythe drive wheel, B, also, pro- -viding e rosco )ic stcadiness and e uilibstantially, parallel side beams 3, extending/j upwardly,longitudinally, and downwardlyy at each end, forming ports, or recesses,

for the reception of the supporting wheels l, when turned at right angles to their nor' iiial running position. The downward projecting parts of the frame, are connected by end beams 3 Rigid braces 8, are attached to the side-beams 3, and being bowed inwardly around the wheel poits 2, are secured at their opposite ends to the end beams 3. Secured to the upwardly and longitudinally extending portion of the frame, are braces 9, curved inwardly and downwardly, and attached at their opposite ends to a rigid projecting arm 7, by a strong bolt, or rod 10.

At each end of the axletrees 5, near the turn-knuckles 12, are secured springs, cushioning devices, or shock absorbers el., upon 4which rest the ends of the. end beams 3, secured thereto. lligidly secured to the axleti'ces 5, are semi-elliptical leait.l springs 6, the 4outward ends of which are attached to the projecting arm T, and the inward ends of which are secured to the side beams 3.. These springs bow downwardly` and are bowed in ardly, in a lateral direction, similarly to the braces S, in order to permit the supporting wheels l, to enter the wheel poi'ts 2, when turned at right angles to the longitudinal axis of the vehicle. These springs also perform the function of flexible strut-rods, to prevent the ovcrreaching ot' the frame, or chassis. as well, as the ordinary t'iinction` of a supporting spring, which would also, be accomplished were the out vard portion ot' the springs, extending troni the axletree 5, to brace arni 7, dis.- pensed with. y e

The location ot the supporting and cush ioniiig springs et, at the outward ends of the end-beams 3. not 'only prevents careeiiing and swaying, but the liability of the Vehicle.

capsizing when being propelled at high speed. or when turning corners` and by placing tlieseshock absorbers at the corners of the vehicle, above and near the supporting wheel hubs` and the axletree extremities,

shock vibrations are absorbed, and reduced to a minimum.

The normal positions of the supporting wheels. when the vehicle is ruiming straight ahead, is disclosed in the dotted lines, in

Fig. l. By rotating'longitudinal steering sha-ft a9, shafts 42. and 43, opposite directions, causing the gears 46, attached to the outer halt' of the turnkiiuckles 12, to rotate, thereby swinging the front supporting wheels l. to be swung either tothe right,ior .the left of their normal straight ahead position, and the rear supporting wheels l, to be swung in the opposite direction, the consequence of which is that, if the vehicle be moved, either by its ow'rr' motor, causing the supporting wheels l, toturn, or by some extraneous force, the rear supporting wheels -will follow in the track of the front supporting wheels. lllhen the right. forward supporting wheel is swung toward the right hand, the left foi'- ward supporting wheel is swung in the same direction through equal angles, while thev rear supporting wheels are swung in the opposite direction through the saine angles. The wheel ports 2, permit thc supporting wheels to be swung through an arc of ninety degrees either to the right, or to the left, of their normal position allowing, in all, a swing through an arc oi one hundred and eighty degrees, or one "halt otl a` circle. Then the ,forward supporting Iwheels are swiiug to the right ninety degrees Jroni their normal position, the right forward supporting wheel will be positioned within the wheel poit 2, at the rear. and parallel with the front axletree, and the lett ioi'waijd support' ing wheel will be positioned in Jfront of. and parallel with the :trout aXletree, while the rear supporting wheels will occupy opposite positions, as disclosed in Fig` 1. When the forward supporting wheels are swung to the left, the right forward supporting wheel when turned at ninety degreesirom its normal position. will be parallel with the iront axeltree, but positioned in iront of the axletree, and the left forward supporting wheel will be positioned in the rear of the front axletree, The position of the reai' supporting wheels will then be on opposite sides ot', and-parallel with the `rear aXletree.

Jf'roin that disclosed in Fig. l.

By gradually swinging thesupporting wheels in the same direction, either to the right, or to the left, vwhen the vehicle is moving. would cause their track to take the form of a spiral, each convolution gradually decreasing in diameter, until the supporting wheels have been swung to an angle of ninety degrees with their normal straight ahead position, when the track ot' the snpporting wheels would become a perfect circle, whose center was the center of the spiral, and there the vehicle would be positioned, continuing to more around and around its own center, and as itv were. spin like a top.

In consequence of this, it will be seenv that this Vehicle is enabled to turn around are rotated inin a narrowvy'street, whose width, from curb gears 46, which are fixed to the lower portion of tl-ie outer half oiI the turn knuckles 12, and, likewise, the rear shaft 43, will be turned in the opposite direction, causing the `rear supporting wheels to be swung in a direction opposite to that of the front, but, when the sleeve 50, carrying gears 51 and 52, is reciprocated on shait42, by the lever, whose structure, in detail, is disclosedl in Fig. 9, to bring gear 52, in mesh with gear 53., both the front and the rear wheels will be simultaneously swung in tlie same direction. The consequence of this is, that when the right forward supporting 'wheel is -swung to the right hand ninety degrees from its normal straight ahead position, it will be parallel, and in the rear Iofthe front axletree, and the right rear supporting wheel will, also, be in rear of,and parallel with the rear axletree, while the left supporting wheels will be positioned on the opposite sides, and parallel with their respective axletrees.

Tere the vehicle to be movedby applying extraneous force, when the supporting Wheels are at! right angles to their normal position, it would not matter whether both the right supportingpwheels were on the same, or'on opposite sides of their respective axletrees, Athe vehicle would be'translatedsidewise, at 'right angles to its longitudinal axis, but, since all four supporting wheels are made power operated traction wheels, for thelpropulsion of the vehicle, when in their straight ahead position, they are caused to be positively rotated in the same direction. `ill/hen the steering mechanism is in ordinary normal operating position for guiding and turning the vehicle, to the right,'or to the left, if the supporting `wheels were swung at right angles, to their straight ahead position, since the supporting wheels continue to rotate in the same ldirection, the vehicle would b e only turned around and around, but, if the rear supporting wheels were swung in the same direc -Ation asthe front supporting wheels, either to the right, or to the left, in their angle right positions, as is the case when the alternative steering shifting mechanism occupies its second position', the vehicle would nieve at right angles, either to the right, orto the lett. of its longitudinal axis, according to the supporting wheels again swun whether the supporting wheels had been swung to tlie-riglit, or to the left. This alternative method of steering enables the translation of the vehicle in any and every direction from the centerof its own axis, upon any arc of any diagonal, straight ahead, rearward, andsidewise ang es. Should the vehicle -be caught in a traffic blockj7 impossible to proceed, frontward or rearward, the 'vehicle can be translated directly sidewisev into an intervening street,

to normal position, by means ofl the shifting alternative steering gear, and the vehicle proceed on its, thus only slightly interrupted, jour- IlEV.

This vehicle,.by means of its peculiar con' struction and arrangement, has a vfour wheel drive equally distributing and applying the power to pull as well as push the vehicle, thus enabling it to climb steep grades with greater ease and facility,i and to travel on level roadways with a minimum expenditure of power. lt has, also, a .tour wheel steel by which theieaiktraction wheels must always track with the front traction wheels, so that the chauifeui need only.- consider the avoidance of obstructions on the roadway by the front traction wheels, as all obstructions avoided by the front traction wheels must, consequently, .be avoided by the rear traction wheels, and in guiding the vehicle, as both the front and rear traction wheels simultaneously swing and turn equal distances, each pair of traction wheels steeringly move only half the distance required by other vehicles that are steered by the front wheels alone, so that my vehicle will smoothly glide around curves and corners without the` danger of skidding7 common to other types of vehicles, and without straining and taxing the stability of the vehicle. lt will steei and guide in any diing and filling of other vehicles, its

beams, an extension at each end of the frameifv from the center of Veach end beam, the outer end of `the y extension being curved downwardly` braces connecting each corner of isa.

the frame with the outer end of the extension, said braces being curved and adapted to ladmit of .the wheels passing beneath them.

. '2. In a vehicle, a running gear composed of the following elements, front and rear axle, a frame consisting of side beams hav- .l ling bowed extensions to form wheel ports,

and.' end beams suitably connected with the bowedextensions connecting the axles, turn vknuckles on the extremities of said axles, #"wheels' upon saidturn knuckles, a steering handle, connecting mechanism between the :turn knuckles and the steering handle, said 15 gframe being provided with recesses, the

"general arrangement being siich that .the .wheels may be placed at "right angles to the axis of theI vehicle in two positions,

namely, both in front of and at the rear of said axles, springs connecting the bowed exl tensions of the end beams with the side beams, said .springs being bowed downwardly and also inwardly. I 3. ln a vehicle, a running gear, composed of the following' elementsfront and rearv axles, a frame consisting of side beams hav# ing bowedextensions to form wheel ports,

and end beams suitably connected with-'the i extending outwardly frointhe center of the l short sides of the frame, springs connecting vbowed extensions connectingv the axles, turn knuckles on the .extremities of said axles, wheels upon said turn buckles, a steering handle, connecting mechanism,between the turn knuckles and the steering handle, said frame being provided with recesses, the general arrangement being such that the wheels may be placed at right angles to tlieaxis of the vehicle in two positions, namely, both in front of and at the rear of said axles', leaf springs connecting the outward bowedr e'x tensions of the end beams with the side beams, the form of the springsl being'bowed downwardly in a direction at right angles with the plane of the leaves, and inwardlyl in a. direction parallel with the leaves;l

@L ln a vehicle, front and rear and side beams forming substantially an oblong rectangular frame, the side beams being bowedv` upwardly vat both ends of vthe side beams, g'

the'ends of said projections with thelong sides of the frame, said springs being bowed the axletrees at rightl angles with the longif Vtudinalaxis of the vehicle.

downwardly and inwardly in order to Aaccommodate the rims of the wheels.

G. In a vehicle, a running-gear provided -with axles near both ends thereof, a frame connecting-the axles, turn-knuckles on the extremities of the axles, traction wheels connected to the turii-lniiickles, steering means, connecting mechanism between the steering means and the turn-knuckles, and shock absorbers located near the extremities of the axle supporting the frame upon the axles.

7. A vehicle provided with pintles hingedly secured thereto, wheels rotatable upon said pintles, a frame for the Vehicle provided with recesses adapted to permit the wheels to be swung upon their pintles into and out of said recesses at'right angles with the axis of the vehicle. f

8. A vehicle provided vwith four support-v ing` wheels hingedly secured thereto adapted to be swung through one'hundred and eighty degrees, a frame providedv with recesses adapted to permit the wheels to be swung at right yangles to the longitudinal axis of the vehicle into said recesses, both in front and fin the rear of the hinged supports of the wheels. 9. A vehicle provided with four'supporting wheels hingedly secured thereto, a frame consisting of side bars extendingupwardly and longitudinallyv of the bars at each end of the bars, then extending downwardly tol'ward the hinged wheel supports, and provided with imeaiislfor spacing the side bars from each other vso that the wheels may be hingedly swung both infront and in rear of the downward projections ofthe frame. '10. A vehicle provided with vfront and rear axle trees, pintles hingedly 'secured at the ends `.of the axletrees, `wheels rotatably securedto the pintles, a kframe lprovided with ports or recessesy and supported bysaid axletrees adapted to permit the wheels to l' swing' thereinto both in front vand in rear of 'll; A vehicle provided. with supporting wheels hingedly secured thereto andL adapted to swing through an angle of one hundred and eighty degrees, said vehicle'115 having ports adapted to permit the wheels to be swung thereinto at right angles to the axis of the vehicle. I

12. A vehicle provided with pintles hingedly connected thereto, wheels rotatably'iso l mounted upon said pintles, said vehicle being 'provided with recesses adapted to receive the wheels when swung at right angles to the axis of the'vehicle.

13. A vehicle `provided with four sup 125A porting wheels, pintles hingedly secured` on each side 'of the'vehicle at the front and at the rear thereof upon which said wheels are rotatably mounted, said vehicle being provided with recesses adapted to permit both 'the front and the -rear wheels to be swung thereinto at right angles with the longitudinal axis of the vehicle, and operating mechanism connected with the pintles for simultaneously swinging said pintles.

14. A vehicle provided with an axletree,

` a frame provided with an endv beam secured thereof capable of being swung through an angle of one hundred and eighty degrees, said vehicle being provided with ports or recesses adapted to receive the wheels.

16. A vehicle provided with an axletree, a frame extending over said axletree, springsinterposed between said frame land said axletree, said `frame being provided with ports or recesses adapted toyreceive supporting wheels, wheels hingedly secured to the ends of said axletree and adapted to be swung into saidl ports, a fiat metal spring secured to saidl axletree and being curved edgewise and connected to the frame.

17. A vehicle provided with an axletree, aframe provided with ports adapted to receive supporting wheels when swung thereinto, said frame having' an end beam, an axletreeI horizontally disposed `below said beam and having support-ing wheels hing edly secured thereto adapted to be swung at right angles into said ports, springs interposedv between the ends of said end beam and said axletree.

18. A vehicle provided with an axlctlec. a frame having side beams, andan cud beamparallel to the axletree and spaced therefrom, saidend beam being united to the side beams by a portion extending upwardly and then downwardly to provid(- ports or recesses for the reception oi the supporting wheels, springs interposed between said end beam and axletree.

l19. A vehicle provided with an axletree, a frame provided with side beams the ends of which-extend in an upward and longitudinal and downward direction over said. axletree, thereby forming wheel ports, said frame being rigidly connected at the ends and secured to the axletree.v

20. A vehicle-provided with an axletree,

a `frame having side beams the ends of which extend upwardly longitudinally and downwardly over said axletree to form Wheel lports, an end beam connecting the downwardly extending portions' of the frame, braces united to the end beam curved inwardly and connected with the side beams, braces connected to the upwardly and longitudinally extended portions of the side beams and of the frame.

21. A` vehicle provided with an axletree,

a frame having side beams the ends of which extend upwardly longitudinally and downwardly over said axletree to form wheel ports, an end beam connecting the downwardly extending portions of the frame, braces tiedfto the end beam and each side beam.

22. A lvehicle framev consisting of end beams and side beams the side beams'being provided with vertical bows near the end lbeing bentout 'of their normal alinement at each end thereof to form wheel ports.)

24. A vehicle having a body portionjprovided with traction wheelv ports, traction Awheels secured to the body portion adapted to propel and guide the vehicle and swing into the wheel ports, and braces adapted to rigidly connected to the end strengthen the body portion adjacent the i 'wheel ports.

25. A motor vehicle having a body portion provided with ports for receivingthe traction wheels, traction wheels pivotally secured to and supporting the body portion,

a motor, means to transmit power to thel traction wheels, Aineans to permit the traction wheels to turn to right angles with the longitudinal axis of the vehicle, means to steer thetraction wheels to right angles` W with the longitudinal axis of the vehicle, and means to simultaneously drive all of the traction wheels to propel the vehicle.

2G. A vehicle having a body portion, hingedl'y secured rotatable traction wheels supporting the body portion, means to permit the traction wheels to be swung at right angles with the longitudinal axis of the vehicle, means to steer the traction wheels to right angles with the longitudinal axis of thevehicle, and means to alternatively shift the steering means to steer the traction wheels and guide the vehicle upon anyA angle ,up to three hundred and sixty degrees.

27. A vehicle having body portion, hinge-joints vsecured to thev body portion, spindles on the hinge-joints,v an orice in the hinge-joints permitting the passage of the spindles and forming a bearing for traction-wheel hubs, traction. wheels mounted on the spindles the hubs of the tractionwheels extending withinl the-orifice thereby providinga double bearing for the tractionwheels.

28. A venicle having a body portion provided with hinge-joints, rotatable tractionwhe'els connected to the hinge-joints, means to-tnrn the traction-wheels and steer the'veliicle, the width of the body portion extending to the line of the vertical plane of the hinge-joints. l

Y29. A vehicle having a body portion provided with hinge-joints, rotatable' tractionwheels connected to the4 hinge-joints, means to turn thetraction wheels and steer the ve-4 hicle, the width of the body portionextendingv beyond the line of the vertical plane ofI the traction-ylieels.

30. A mot .traction-wheels connected lto the hingejoints means to permitthe traction-wheels to 42111" and guide the vehicle, means to steer the A`traction-wheels, means to extend the width of the body portion t'o the line of'the Mrtical plane Aof the hinge joints, andra 'motor to propel the vehicle'providedlwitha l drive'wheel whose diameter measures approximatel'y the width of the body portion.

31. A motor vehicle havin a body por'- `tion provided with hinge-joints, rotatable traction-wheels. connected '-to the hinge joints, means to permit the traction-wheels Eo turn and guide the vehicle, means to steer the traction-wheels, means to extend the width of the body portion beyond the linel of the vertical plane of the tation-wheels, and a motor to propel' the vehicle provided with a drive wheel whose diameter measures approximately the width of the body portion.

32. A vehicle-'having a body portion,

r vehicle having a body por. tion provided with hinge-joints, rotatablehinge-joints secured-to 'the-libody portion, spin les on the'hingejoints, traction-wheels l.

mounted'on -tihe spindles, and an'l orifice in Athe hinge-joints permitting. the passa e of the traction-,w .x eels 40 supporting wheels at lboth vendsv ofthe vehicle, a body portion frame having end beams and side beams, said body portion frame being provided with ports to permit the traction wheels 'to 'be'swnng thereinto,

the body portion frame intermediate tlie wheel ports being adapted to hang bellow the level of the wheel centers.

35. vA vehicle running gear provided with v supporting wheels at both ends of the ve2 hiclea body. portion frame having end beams and side beams, said bodyportion frame' being provided with ports to permit the" traction wheels to be swung thereinto, the body portion frame intermediate the wheel ports being adapted the level of thewheelhubs. In testimony whereof I hereby Aaffix my signature.

CHARLES B. STEELE.

to hang below 

